Car Manufacturing

Processes
Prepared by:
Derick Aspuria
Arvin Loui Bascon
Renzy Osorio
How to Make A Car ?
General Information

 The automotive industry began in the 1860s with  Pioneer Companies

hundreds of manufacturers that pioneered the
horseless carriage. For many decades, the United  Morris in Great Britain
States led the world in total automobile production. In  Opel in Germany
1929, before the Great Depression, the world had
32,028,500 automobiles in use, and the U.S.  Daimler of Germany
automobile industry produced over 90% of them. At that  Buick
time the U.S. had one car per 4.87 persons. After World
War II, the U.S. produced about 75 percent of world's  Rolls-Royce in Britain
auto production. In 1980, the U.S. was overtaken by  Ford in the United States
Japan and then became world's leader again in 1994.
In 2006, Japan narrowly passed the U.S. in production  Mercedez Benz
and held this rank until 2009, when China took the top
 Chevrolet
spot with 13.8 million units. With 19.3 million units
manufactured in 2012, China almost doubled the U.S.  Chrysler
production, with 10.3 million units, while Japan was in
third place with 9.9 million units. From 1970 (140
 Dodge
models) over 1998 (260 models) to 2012 (684 models),
the number of automobile models in the U.S. has grown
exponentially.
Standards and Approval
 Popular Automotive Standards
 D2000-18: Standard Classification System for Rubber
Products in Automotive Applications
 D6423-18: Standard Test Method for Determination of pHe of
Denatured Fuel Ethanol and Ethanol Fuel Blends
 D4806-19: Standard Specification for Denatured Fuel Ethanol
for Blending with Gasolines for Use as Automotive Spark-
Ignition Engine Fuel
 D6951/D6951M-18: Standard Test Method for Use of the
Dynamic Cone Penetrometer in Shallow Pavement Applications
 New Automotive Standards
 D4806-19: Standard Specification for Denatured Fuel Ethanol
for Blending with Gasolines for Use as Automotive Spark-
Ignition Engine Fuel
 D6799-13(2019): Standard Terminology Relating to Inflatable
Restraints
 D5426-19: Standard Practices for Visual Inspection and
Grading of Fabrics Used for Inflatable Restraints
 D5798-19: Standard Specification for Ethanol Fuel Blends for
Flexible-Fuel Automotive Spark-Ignition Engines
 All Automotive Standards
 A1103/A1103M-16: Standard Specification for Seamless Cold-Finished
Carbon Steel Structural Frame Tubing for Automotive Racing
Applications
 A159-83(2015): Standard Specification for Automotive Gray Iron
Castings
 A456/A456M-08(2018): Standard Specification for Magnetic Particle
Examination of Large Crankshaft Forgings
 A503/A503M-15: Standard Specification for Ultrasonic Examination of
Forged Crankshafts
 A602-94(2018): Standard Specification for Automotive Malleable Iron
Castings
 A983/A983M-06(2016): Standard Specification for Continuous Grain
Flow Forged Carbon and Alloy Steel Crankshafts for Medium Speed
Diesel Engines
 B67-14: Standard Specification for Car and Tender Journal Bearings,
Lined
 D1119-05(2015): Standard Test Method for Percent Ash Content of
Engine Coolants
 D1121-11: Standard Test Method for Reserve Alkalinity of Engine
Coolants and Antirusts
 D1123-99(2015): Standard Test Methods for Water in Engine Coolant
Concentrate by the Karl Fischer Reagent Method
Automotive Blueprint (Sample)
Pressing Plant

 Coil Transfer
 Decoiler and Strip Feed
 Strip Washing Plant
 Adjustment and Lubrication
 Blank Removal
 Material Feed
 Tool Changeover
 Linking Presses
 Press Drives
 Removal of Finished Parts
 Scrap Recycling
 Material Transport and Storage
Body in White

1. Skid Conveyor System

2. Access Control

3. Axis Range Control

4. Turntables

5. Handling

6. Gripping and Clamping

7. Gluing and Sealing

8. Type and Part Detection

9. Body Cleaning

10. Body Storage Area

Painting

 Pretreatment
 Cathodic e-coating
 Sealing and Conserving
 Water Treatment
 Fresh Air
 Paint recycling
 Painting Robots
 Painting add-on parts
 Heat Generation and Distribution
 Assembly of add-on parts and Final Inspection
 Body Storage Area
Pretreatment and Cathodic e-coating
 Pretreatment -This coating technique is used for
a variety of applications from automotive
bodies to small parts such as engine mounts.
During application, automotive bodies are sent
through a series of spray and immersion
tanks. A typical zinc phosphate process begins
with multiple cleaning stages, followed by a
titanated activating rinse, zinc phosphate and
a sealant rinse. The process is completed by
multiple deionized water rinses.
 This sequence not only prepares the car body
for a subsequent paint system but also retards
any further metal oxidation and provides a
uniform metal appearance. The phosphated
car body is then sent to the electrocoat dip
tank to begin the painting process.
 The E-coat process is best
Cathodic e-coating -
described as a cross between plating and painting.
It is a process where a metal part is immersed in a
water-based solution containing a paint emulsion.
An electric voltage is applied to the part causing
the paint emulsion to condense onto the part. A
part can be painted both inside and out, wherever
the liquid is able to reach a metal surface. The
coating thickness is limited by the applied voltage.
As areas of high voltage build a coating they
become insulators thus allowing lower voltage
areas to build up. Finally, the interior of a part can
be coated since the exterior is fully insulated by the
coating. Following the painting tank, a rinse tank
removes the residual emulsion from the part and
recycles it back to the paint tank by ultrafiltration.
The E-coat is cured by heat and the curing time and
temperature is determined by the E-coat
chemistry; epoxy, acrylic, etc
Sample Video
Power Train

 Foundry
 Mechanical Processing (Engine/Gearbox)
 Component Manufacture
 Coolant Preparation
 Washing and Cleaning Parts
 Leak test
 Engine Assembly
 Engine test rig
 Gearbox assembly
 Gearbox test rig
 Delivery and Storage
Mechanical Processing (Engine/Gearbox)
Important performance parameters of Internal
Combustion Engine

 Power and Mechanical Efficiency

 Mean Effective pressure and torque
 Specific Output
 Volumetric Efficiency
 Fuel Air Ratio
 Specific Fuel Consumption
 Thermal Efficiency and Heat Balance
 Exhaust Smoke and Other Emmisions
 Specific Weight
Engine Testing
Leak Test

 High-Pressure Fuel Rails - High-pressure, direct-injection fuel rails have a leak rate spec of 10-4
atmospheric cubic centimeters per second (atm-cc/sec). Leak testing these parts with helium in a
vacuum chamber is a complex process. A fuel rail is essentially a tube (usually resembling a rail) to
deliver gasoline to individual fuel injectors in an internal combustion engine. In the past, vehicle
manufacturers designed fuel rails to withstand pressures of only 30 to 60 psig, a minimum requirement
for port injection. Now, to meet more stringent standards for fuel economy and efficiency, fuel rails have
been redesigned to withstand much higher pressures—up to 5,000 psig and beyond. Greater test
pressures mean greater helium usage, warranting the need for a helium recovery system
 Leak Testing Batteries - batteries are tested with a helium hard-vacuum system. Each chamber is
provided with its own product evacuation, charging, venting and valve scheme. A common dry vacuum
pump with vacuum ballast provides the vacuum source. During the initial chamber evacuation, the
system will perform a fitting-in-place check using a pressure transducer. This check is a pretest of seal
integrity prior to evacuating the product and charging it with helium. After a successful vacuum decay
test, the part is back-filled with helium to a specified pressure. After completion of all tests, the test part
is vented to atmospheric pressure and re-evacuated to remove all residual helium before the part is
unloaded.
 Helium Hard-Vacuum Test Method - The hard-vacuum method can detect
leaks as small as 1 x 10-9 atm-cc/sec. Any leaks in the test part can be measured
from the inside-out or outside-in. For inside-out leak detection, the test part can be
filled with helium and sealed; it can be “bombed” with helium after it is sealed; or it
can be pressurized with helium during the actual test. Then, the part is placed in a
vacuum chamber; the chamber is evacuated; and the test instrument (a mass
spectrometer) looks for helium escaping from the part into the chamber. For
outside-in leak detection, the test part is evacuated and connected to the mass
spectrometer. Then, helium is sprayed around suspected areas outside of the part.
If the part has a leak, helium will be drawn into the test part and be detected by the
mass spectrometer.The inside-out method with a vacuum chamber has some
advantages. A sniffer is not used. Testing is automatic and not dependent on the
operator. The sensitivity achievable with this test is very high.
Other Methods

 Break Hose Testing

 Fuel Tank Leak Testing
 Engine Block Leak Testing
 Diesel Injector Hydraulic Leak Testing
 Signature Analysis of Transmission Clutch Assembly
 Direct Injection Fuel Pump Leak Testing
 Automotive Powertrain Leak Testing
 Direct Injection Gas Fuel Rail Leak Testing
 Diesel Engine Portable Leak Test Stand
 EGR Valve Function and Leak Test
 Engine Bracket Casting Assembly Verification
 Turbo Charger Housing Leak Testing
 Diesel Fuel Filter Leak Testing
 Function Testing Truck Turbo Actuators
 Radiator Testing
 Wheel Rim Leak Test
 How Leak Tight are your Electrical Components
 Seal Sizing on a Transmission Hub
 Pneumatic Cast
Assembly

 Disassembling Doors
 Assembly of door modules
 Dashboard Installation
 Widescreen Assembly
 Chassis and Driveline Assembly
 Marriage
 Wheel Assembly
 Seat Assembly
 Reassembling the Doors
 Filling
 Function Test
 Rain Test and Final Inspection
Car Manufacturing
Engine Assembly
Rain and Climatic Testing
Other Types of Automotive Testing

 Tests for Part Durability

 1. Vibration Testing
 2. Climatic Testing
 3. Mechanical Testing
 4. Pressure Impulse Testing
 5. Emissions Control Systems Testing
 6. Emissions Bench Testing
 7. Cat Aging Testing
 8. SHED Testing
 9. Canister Loading Testing
Exterior Tests

 1. Coatings and Paint Testing

 2. Gravelometer Testing
Vibration Testing
• Vibration testing helps you
improve your component design
by identifying weak points when
the part gets subjected to
random vibrations until failure.
Because vibrations occur in all
forms of transportation, safety
and longevity of parts both rely
on being able to withstand
constant and erratic movements.
To see how much your
components can take, you must
put them through vibration
testing.
Climatic Testing
Putting parts through environmental
simulations to see how long the
components last. Climatic testing
examines UV exposure, heat, cold,
dry and wet conditions.
Humidity levels matter, especially
with metal parts that can rust over
time. That’s what makes humidity
testing important for car
components. In many areas, such as
coastal locations or humid places,
the excessive moisture in the air
could cause rusting of the car’s
coatings, wearing of the vehicle’s
paint or degrading of electrical
parts. Because temperature and
humidity tend to rise together
Mechanical Testing
Mechanical operations can wear
over time and become less efficient.
With automobiles that rely on both
electrical and mechanical systems
running at their peak for the vehicle
to continue working, physical
operation testing is critical.
Automotive mechanical tests
includes examining engine
performance and efficiency from a
variety of systems and conducting
leak detection, fluid dynamics
analysis, stress testing and more.
Mechanical testing ensures your
engines meet or exceed the
regulatory requirements without
sacrificing the performance
consumers needs.
Pressure Impulse Testing
Pressure impulse testing puts your
system’s hydraulic components
through their paces. Multiple
systems use fluid movement to
create mechanical motion. Regular
tests ensure the system maintains
pressure and operates as expected
for the anticipated lifespan. New
designs or models should undergo
rigorous testing to prove their
performance level matches or
exceeds the previous iterations.
Pressure impulse testing can help
measure the effectiveness of the
hydraulic system.
Emissions Control
Systems Testing
In addition to carbon dioxide,
internal combustion engines also
release other harmful substances. To
mitigate the effects of these
pollutants on the environment, the
federal government has set
standards for emissions. Engine
components and emissions systems
must be tested to determine the
amount of greenhouse gases they
emit. Without appropriate testing,
polluting engines could net their
manufacturers hefty fines.
Emission Bench Testing
An emission test cycle is a protocol
contained in an emission standard to
allow repeatable and comparable
measurement of exhaust emissions
for different engines or vehicles. Test
cycles specify the specific conditions
under which the engine or vehicle is
operated during the emission test.
Types:
Engine test stand
Vehicle test stand
Asm test ( Accelerated Simulation
Load )
Cat Aging Testing
A catalytic converter is an exhaust
emission control device that reduces
toxic gases and pollutants in
exhaust gas from an internal
combustion engine into less-toxic
pollutants by catalyzing a redox
reaction (an oxidation and a
reduction reaction). Catalytic
converters are usually used with
internal combustion engines fueled
by either gasoline or diesel—
including lean-burn engines
SHED Testing
SHED stands for sealed housing
evaporative determination. This testing
method allows for the measurement of
evaporative emissions from an engine.
Due to stricter emissions laws, this type
of automotive testing is likely to become
even more popular in the coming years.
The SHED is a measuring device that
measures the emissions from a fuel
system or a system component.

Unlike other tests that examine

individual components, the SHED testing
can measure the amount of evaporative
emissions from the fuel system. Testing
of smaller parts requires mini or micro
SHEDs. Measuring the amounts of
evaporative emissions means testing
the efficiency of the fuel system’s ability
to collect and release fuel vapors.
Canister Loading Testing
Canister loading tests the filling and
purging of evaporative emissions
canisters. Testing the canister load
and purge ensures the evaporative
emissions system accurately cuts
down on pollutants escaping from
the fuel system. The ability of a
canister to absorb and release fuel
vapors is a crucial component of the
evaporative emissions system.
Without a canister that loads and
purges appropriately, the vehicle will
be more polluting and run much less
efficiently.
Car Safety Test

 Frontal Offset Test

 Side Impact Test
 Run-off-road Test
 Rear-end Test
 Pedestrian Test
 Whiplash Test
Frontal Offset

 The purpose of this test is to assess

the level of protection provided by
the car to its driver and passengers
upon collision with another vehicle
with the same mass travelling at
the same speed. In this test, at
least 40% of the vehicle (at the
driver’s side), comes into contact
with an aluminium barrier at a
speed of 64km per hour. Dummies
are placed inside the vehicle and
are used to help indicate the
severity of injuries as a result of
the frontal offset test.
Full Width Frontal Test

 The Full Width Test simulates a head-on

crash with another car of the same mass
travelling at the same speed
 This test places high demands on the
restraint systems in front and rear seating
positions. Strict limits are placed on the
decelerations of the chest and on the
degree of chest deflection and this, in
turn, encourages manufacturers to fit
more sophisticated restraints. The test
complements the offset deformable test as
a balance must be found between a
restraint system that is stiff enough to
restrain a male dummy in the 64km/h test
and one that is compliant enough not to
put injuriously high deceleration forces on
a small female.
Side Impact Test

 In order to perform a side impact test, a

trolley weighing 950kg is rammed into
the driver’s side at a speed of 50km per
hour. The trolley is made of a crushable
aluminium which stimulates the crumple
zone of the impacting vehicle.
 Again, the ratings are assessed based on
the ability of the car to keep its occupants
safe from injury. Generally, modern
vehicles perform well in side impact tests
even if they don’t do so well in the frontal
offset test. For example, the Suzuki APV
has a 7.54 rating out of 16 for frontal
offset and a 16 out of 16 for side impact.
Pedestrian Protection Test

 These tests are purposed to help assess

the probability of body injury inflicted
upon pedestrians struck by a car with a
speed of 40km per hour.
Oblique Pole Test and Whiplash Test

 The pole impact test is designed to assess how

effective the curtain airbags of a vehicle are. In
order to test this, the car is propelled sideways at
a speed of 29km per hour into a “rigid pole
aligned with the driver’s head.” The purpose of
the pole is to allow for a major penetration to
happen into the side of the car and the curtain
airbags are tested on their extent of reducing
serious head injury.
 This test comes in two parts. The first being a
geometric measurement of the head restraint
upon collision and the second being a dynamic
test whereby a mounted vehicle seat stimulates a
rear end crash similar to when a stationary car is
hit at a speed of 32km per hour. When it comes
to the whiplash test, several safety features come
into play such as secureness of the seat belts as
well as the crumple zone structure of the rear end
of the car to absorb and reduce the crash impact.
 ALL ABOUT EFI
(Electronic Fuel Injection)

 WHAT IS EFI ?
 EFI stands for ELECTRONIC FUEL INJECTION
 The Electronic Fuel Injection system fitted to most modern vehicles combines
sophisticated computer controls with a high pressure fuel delivery system to
provide optimum power and fuel efficiency. The system is controlled by an
electronic control unit (ECU).
 These systems often have anything in excess of thirty different engine and
emission sensors all sending information continually to the ECU.
 The ECU then monitors the information from the sensors and ensures the
correct amount of fuel and air is used to provide optimum fuel efficiency and
performance and also minimise exhaust emissions.
EFI PROBLEMS

 EFI problems can be caused by dirty fuel or a blocked injector.

Sometimes however, the fault has to be found somewhere within the EFI
system using advanced diagnostic testers. Common symptoms include;
poor fuel economy, backfiring, ‘running on’ when the car is turned off
and rough idling.
 Difference of Carburator and EFI
 Carburetors provide fuel control by purely fluid dynamic means, utilizing jets and similar devices
to control fuel flow while sliding or rotating valves control airflow. The relationship between the
airflow and the fuel flow is essentially adjusted mechanically, but various methods have been
used over the years in an attempt to provide a form of compensation for different operating
conditions. Small carburetors are usually very basic and do not incorporate the advanced
compensation devices found on larger carburetors. However, even if small carburetors could be
equipped with larger standard compensating systems, the end result would not be as effective as
EFI.

 In EFI systems, the carburetor is eliminated. Airflow regulation continues to be achieved using a
butterfly or a rotating valve, but an electronically controlled fuel injector delivers the required
quantity of fuel. The amount of fuel and the amount of air delivered can be regulated
independently. The system provides the required fuel/air delivery based on the information
provided by various sensors. These include the inlet manifold air and cylinder head temperature
sensors, the crank position sensor, the barometric and manifold pressure sensors, and the
throttle position sensor. An electronic control unit (ECU) performs the computations that are
required to optimize both fuel delivery and ignition timing. EFI systems enable the fuel/air ratio to
be continuously adjusted according to the operating conditions (altitude, ambient temperature
etc) and the engine requirements (throttle opening, power/overrun conditions, cold/hot start etc).
What are the Benefits of EFI?

 Lower Fuel Consumption

 Works with Heavy Fuel
 More Power
 Enhanced Reliability
 Excellent Starting
 Complete Altitude Compensation
 Autopilot Integration
 Lower Fuel Consumption:
 EFI systems invariably produce lower fuel consumption than carbureted engines. This follows from the
sophistication of the electronic control system that constantly monitors and adjusts the air/fuel ratio to
maintain optimal combustion conditions. Small carburetors tend to deliver a rich mixture (excessive fuel to air
ratio) at both low power output and at high power output. Carburetors are particularly inefficient when used
in varying power conditions, as it is difficult to optimize the air fuel ratio for all throttle settings. Effective
altitude compensation is difficult to achieve with carburetors, whereas with EFI, altitude compensation is built
into the system and works seamlessly. Whilst the precise fuel consumption reduction will vary from engine to
engine and duty cycle to duty cycle, it is reasonable to expect a reduction in fuel consumption of 15% to 30%
following conversion of a carbureted engine to EFI. This applies to both two and four stroke engines
 Enhanced Reliability:
 Engines equipped with EFI systems are inherently more reliable than carbureted engines. This follows from
the ability of the EFI control systems to maintain optimum air/fuel ratios during all phases of flight. EFI
systems are far less susceptible to icing, compared to carburetors. Random engine stoppages, oiled spark
plugs and other problems associated with sub-optimal air fuel ratios are eliminated. Carburetors tend to go
out of tune. This necessitates constant adjustment and a significant risk of failure on long missions due to
drift in the settings. EFI engines on the other hand remain constantly in the same state of tune. This not only
improves reliability but also reduces the amount of routine maintenance that is required.
 Complete Altitude Compensation
 Ambient air pressure is continually monitored and the ECU continuously
calculates the ideal air/fuel ratio for that altitude while also optimizing the
air/fuel ratio for the other variables (temperature, throttle position etc.). It is
difficult to achieve altitude compensation with carbureted engines,
particularly where operation at varying altitude is required. Invariably a
compromise carburetor setting is required, meaning that at least part of the
time the air/fuel mixture is not optimal, resulting in excessive fuel
consumption when the mixture is over-rich in fuel and potential damage to
the engine when the mixture is over-lean.